An investigation of the effects of pneumatic actuator design on slip control for heavy vehicles

Progress in reducing actuator delays in pneumatic brake systems is opening the door for advanced anti-lock braking algorithms to be used on heavy goods vehicles. However, little has been published on slip controllers for air-braked heavy vehicles, or the effects of slow pneumatic actuation on their design and performance. This paper introduces a sliding mode slip controller for air-braked heavy vehicles. The effects of pneumatic actuator delays and flow rates on stopping performance and air (energy) consumption are presented through vehicle simulations. Finally, the simulations are validated with experiments using a hardware-in-the-loop rig. It is shown that for each wheel, pneumatic valves with delays smaller than 3 ms and orifice diameters around 8 mm provide the best performance.     

Pneumatic train brake simulation method

The design of new pneumatic brakes for rail vehicles or improvements of existing ones can be made better or more efficient by the use of a simulation method. This paper gives a general presentation of the author’s modelling methods used for solving problems relating to railway pneumatic brakes. The brake models in this paper (slightly different from those of other authors) take into account air-wave phenomena including air viscosity, the influence of the brake pipe branches, heat transfer in the brake pipes and reservoirs, air flows in the brake valves and the dynamics of moving mechanical parts. For various simulation purposes, separate partial models with different levels of accuracy were created. Various verifications and identifications of the models were performed with the use of train brake testing facilities, including both in-house and other test stands. A variety of examples of simulation results are presented here.     

Adhesion estimation at the wheel–rail interface using advanced model-based filtering

The railway industry in the UK is currently expanding the use of condition monitoring of railway vehicles. These systems can be used to improve maintenance procedures or could potentially be used to monitor current vehicle running conditions without the use of cost prohibitive sensors. This paper looks at a novel method for the online detection of areas of low adhesion in the wheel/rail contact that cause significant disruption to the running of a network, particularly in the autumn season. The proposed method uses a Kalman–Bucy filter to estimate the creep forces in the wheel–rail contact area; post-processing is then applied to provide information indicative of the actual adhesion level. The algorithm uses data that, in practice, would be available from a set of modest cost inertial sensors mounted on the vehicle bogie and wheel-sets. The efficacy of the approach is demonstrated using simulation data from a nonlinear dynamic model of the vehicle and its track interface.     

Robust control and actuator dynamics compensation for railway vehicles

A robust controller is designed for active steering of a high speed train bogie with solid axle wheel sets to reduce track irregularity effects on the vehicle’s dynamics and improve stability and curving performance. A half-car railway vehicle model with seven degrees of freedom equipped with practical accelerometers and angular velocity sensors is considered for the H_∞ control design. The controller is robust against the wheel/rail contact parameter variations. Field measurement data are used as the track irregularities in simulations. The control force is applied to the vehicle model via ball-screw electromechanical actuators. To compensate the actuator dynamics, the time delay is identified online and is used in a second-order polynomial extrapolation carried out to predict and modify the control command to the actuator. The performance of the proposed controller and actuator dynamics compensation technique are examined on a one-car railway vehicle model with realistic structural parameters and nonlinear wheel and rail profiles. The results showed that for the case of nonlinear wheel and rail profiles significant improvements in the active control performance can be achieved using the proposed compensation technique.     

Re-adhesion control for a railway single wheelset test rig based on the behaviour of the traction motor

A method for detecting wheel slip/slide and re-adhesion control of AC traction motors in railway applications is presented in this paper. This enables a better utilisation of available adhesion and could also reduce wheel wear by reducing high creep values. With this method, the wheel–rail (roller) creepage, creep force and friction coefficient can be indirectly detected and estimated by measuring the voltage, current and speed of the AC traction motor and using an extended Kalman filter. The re-adhesion controller is designed to regulate the motor torque command according to the maximum available adhesion based on the estimated results. Simulations under different friction coefficients are carried out to test the proposed method.     

Indirect method for wheel–rail force measurement and derailment evaluation

Wheel set flange derailment criteria for railway vehicles are derived and the influence of wheel–rail contact parameters is studied. An indirect method for wheel–rail force measurement based on these derailment evaluation criteria is proposed. Laboratory tests for the calibration of strain–force devices on the bearing box are carried out to determine the relationship between the applied force and the measured strain. The simulation package, SIMPACK, is used to develop a passenger car model to generate wheel–rail forces and vibration signals. Different cases are considered in this model to provide an accurate validation of the identified wheel–rail forces. A feasibility test is conducted in the Beijing Loop test line using a passenger car equipped with a set of strain gauges on the wheel set. The comparison of the force time history applied to the instrumented wheel set and that obtained using the indirect method is presented.     

Wear/comfort Pareto optimisation of bogie suspension

Pareto optimisation of bogie suspension components is considered for a 50 degrees of freedom railway vehicle model to reduce wheel/rail contact wear and improve passenger ride comfort. Several operational scenarios including tracks with different curve radii ranging from very small radii up to straight tracks are considered for the analysis. In each case, the maximum admissible speed is applied to the vehicle. Design parameters are categorised into two levels and the wear/comfort Pareto optimisation is accordingly accomplished in a multistep manner to improve the computational efficiency. The genetic algorithm (GA) is employed to perform the multi-objective optimisation. Two suspension system configurations are considered, a symmetric and an asymmetric in which the primary or secondary suspension elements on the right- and left-hand sides of the vehicle are not the same. It is shown that the vehicle performance on curves can be significantly improved using the asymmetric suspension configuration. The Pareto-optimised values of the design parameters achieved here guarantee wear reduction and comfort improvement for railway vehicles and can also be utilised in developing the reference vehicle models for design of bogie active suspension systems.     

Study on the derailment behaviour of a railway wheelset with solid axles in a railway turnout

ABSTRACT

Dynamic wheel–rail interaction in railway turnouts is more complicated than on ordinary track. In order to evaluate the derailment behaviour of railway wheelsets in railway turnouts, this paper presents a study of dynamic wheel–rail interaction during a wheel flange climbs on the turnout rails, by applying the elasticity positioning wheelset model. A numerical model is established based on a coupled finite element method and multi-body dynamics, and applied to study the derailment behaviour of a railway wheelset in both the facing and trailing directions in a railway turnout, as well as dynamic wheel–turnout rail interaction during the wheel flange climbing on the turnout rails. The influence of the wheel–rail attack angle and the friction coefficient on the dynamic derailment behaviour is investigated through the proposed model. The results show that the derailment safety for a wheelset passing the railway turnout in facing direction is significantly lower than that for the trailing direction and the ordinary track. The possibility of derailment for the wheelset passing the railway turnout in facing and trailing directions at positive wheel–rail attack angles will increase with an increase in the attack angles, and the possibility of derailment can be reduced by decreasing the friction coefficient.     

Design and validation of an electro-hydraulic brake system using hardware-in-the-loop real-time simulation

This paper presents a novel electric booster (E-booster) that exibits superior performance advantages over traditional vacuum boosters. The proposed E-booster, consisting of an electric motor and a ball screw assembly, is designed for electro-hydraulic brake (EHB) systems to meet relevant requirements for electric vehicles and active safety technologies. A mathematical model for an EHB system is generated to determine the desired values of the parameters for the E-booster prototype using numerical simulation in MATLAB. Simulation results of the EHB system with the virtual E-booster demonstrate the feasibility and effectiveness of the innovative technique. Built upon the results derived from the numerical simualtions, an integrated algorithm based on the Kalman filter and a sliding mode control technique is designed to control the E-booster motor and to implement the brake booster function. A hardware-in-the-loop (HIL) real-time simulation system equipped with the E-booster prototype is developed. HIL real-time simulations are conducted to evaluate the proposed algorithm. The HIL real-time simulation results demonstrate that the proposed algorithm generates booster brake forces fast, and forces the ball nut to track the push rod well to ensure comfortable brake pedal feel.     

Modeling and control of an anti-lock brake and steering system for cooperative control on split-mu surfaces

The brake and steering systems in vehicles are the most effective actuators that directly affect the vehicle dynamics. In general, the brake system affects the longitudinal dynamics and the steering system affects the lateral dynamics; however, their effects are coupled when the vehicle is braking on a non-homogenous surface, such as a split-mu road. The yaw moment compensation of the steering control on a split-mu road is one of the basic functions of integrated or coordinated chassis control systems and has been demonstrated by several chassis suppliers. However, the disturbance yaw moment is generally compensated for using the yaw rate feedback or using wheel brake pressure measurement. Access to the wheel brake pressure through physical sensors is not cost effective; therefore, we modeled the hydraulic brake system to avoid using physical sensors and to estimate the brake pressure. The steering angle controller was designed to mitigate the non-symmetric braking force effect and to stabilize the yaw rate dynamics of the vehicle. An H-infinity design synthesis was used to take the system model and the estimation errors into account, and the designed controller was evaluated using vehicle tests.     

Development of an electric booster system using sliding mode control for improved braking performance

Brake systems of the future, including BBW (Brake-by-Wire), are in development in various forms. In one of the proposed hydraulic BBW systems, an electric booster system replaces the pneumatic brake booster with an electric motor and a rotational-to-linear motion mechanism. This system is able to provide improved braking performance by the design of controllers with precise target pressure tracking and control robustness for better system reliability. First, a sliding mode controller is designed using the Lyapunov function approach to secure the robustness of the system against both the model uncertainty and the disturbance caused by the master cylinder and mechanical components. Next, a simulation tool is constructed to validate the electric booster system with the proposed controller. Finally, the electric booster system is implemented into an actual brake ECU and installed in a vehicle for testing under various braking conditions. The experimental results demonstrate that the proposed controller produces faster pressure build-up performance than the conventional brake system, and its tracking performance is sufficient to ensure comfortable braking.     

Probabilistic assessment of railway vehicle-curved track systems considering track random irregularities

The randomness of track irregularities directly leads to the random vibration of the vehicle–track systems. To assess the dynamic performance of a railway system in more comprehensive and practical ways, a framework for probabilistic assessment of vehicle-curved track systems is developed by effectively integrating a vehicle–track coupled model (VTCM), a track irregularity probabilistic model (TIPM) with a probability density evolution method (PDEM). In VTCM, the railway vehicle and the curved track are coupled by the nonlinear wheel–rail interaction forces, and through TIPM, the ergodic properties of random track irregularities on amplitudes, wavelengths and probabilities can be properly considered in the dynamic calculations. Lastly, PDEM, a newly developed method for solving probabilistic transmissions between stochastic excitations and deterministic dynamic responses, is introduced to this probabilistic assessment model. Numerical examples validate the correctness and practicability of the proposed models. In this paper, the results of probabilistic assessment are presented to illustrate the dynamic behaviours of a high-speed railway vehicle subject to curved tracks with various radii, and to demonstrate the importance of considering the actual status of wheel–rail contacts and curve negotiation effects in vehicle-curved track interactions.     

新型汽车液压增力制动控制器

为了提高汽车制动效率开发一种汽车液压增力制动控制器（HBI）.它主要由增压缸等组成,串联于汽车制动主缸与前制动轮缸之间,将制动主缸输出压力制动液增压,送往前制动轮缸.同时还将压力制动液直接送往后制动轮缸,实现汽车增压制动,其制动效率高于现有减压分配阀组成的制动系统效率10%以上.对具有HBI系统的制动性能检测表明,HBI可用于多种车型的制动系统中,制动踏板力明显下降100 N左右,制动稳定性明显提高.     

Wear rate estimation of train wheels using dynamic simulations and field measurements

Wheel–rail wear is one of the important problems in the railway industry, especially from the point of safety, maintenance, and replacement cost. To investigate this phenomenon, it is necessary to simulate the wheel–rail interaction. The simulation results and in particular the wear number is not tangible enough to explain the wear condition of the system. For one set of simulation performed on two different railway systems one could obtain the same wear numbers, of say 100, while having two completely different wear rates. In order to have a better understanding of the wear condition, it is proposed to convert the wear numbers to wear rates. In doing so by measuring the wear rate, one determines the rate at which the wheel flange thickness is reduced. In this research, a new approach has been proposed to determine the wheel wear rate through multi-body dynamic analysis and simulation and the field measurements carried out on the fleet of one of Tehran's subway lines. This procedure could also be expanded to determine a wear criterion for specific lines and their fleets. Having this wear criterion would provide a better understanding of the simulation results either prior to the construction of railway lines or for the presently used ones. In other words, designers can simulate a railway line, not being constructed yet, and with a good approximation determine the critical points along the line with high wear rates, and make necessary modifications to decrease the wear.     

Semi-active suspension systems for railway vehicles using magnetorheological dampers. Part I: system integration and modelling

In this paper, it is aimed to investigate semi-active suspension systems using magnetorheological (MR) fluid dampers for improving the ride quality of railway vehicles. A 17-degree-of-freedom (DOF) model of a full-scale railway vehicle integrated with the semi-active controlled MR fluid dampers in its secondary suspension system is proposed to cope with the lateral, yaw, and roll motions of the car body, trucks, and wheelsets. The governing equations combining the dynamics of the railway vehicle integrated with MR dampers in the suspension system and the dynamics of the rail track irregularities are developed and a linear quadratic Gaussian (LQG) control law using the acceleration feedback is adopted, in which the state variables are estimated from the measurable accelerations with a Kalman estimator. In order to evaluate the performances of the semi-active suspension systems based on MR dampers for railway vehicles, the random and periodical track irregularities are modelled with a uniform state-space formulation according to the testing data and incorporated into the governing equation of the railway vehicle integrated with the semi-active suspension system. Utilising the governing equations and the semi-active controller developed in this paper, the simulation and analysis are presented in Part II of this paper.     

基于扰动观测的客车ESC自适应神经网络滑模控制

为了提高客车电子稳定性控制系统(ESC)的控制精度,针对实际车辆系统建模中存在各种非线性扰动项以及传统滑模控制(Sliding Mode Control,SMC)中抖振较大的问题,提出一种自适应神经网络滑模控制算法.基于2自由度车辆模型,首先设计一个二阶滑模(Second-order Sliding Mode,SOSM...     

Cooperative control of the motor and the electric booster brake to improve the stability of an in-wheel electric vehicle

A cooperative control algorithm for an in-wheel motor and an electric booster brake is proposed to improve the stability of an in-wheel electric vehicle. The in-wheel system was modeled by dividing it into motor and mechanical parts, and the electric booster brake was modeled through tests. In addition, the response characteristics of the in-wheel system and the electric booster brake were compared through a frequency response analysis. In the cooperative control, the road friction coefficient was estimated using the wheel speed, motor torque, and braking torque of each wheel, and the torque limit of the wheel to the road was determined using the estimated road friction coefficient. Based on the estimated road friction coefficient and torque limit, a cooperative algorithm to control the motor and the electric booster brake was proposed to improve the stability of the in-wheel electric vehicle. The performance of the proposed cooperative control algorithm was evaluated through a hardware-in-the-loop simulation (HILS). Furthermore, to verify the performance of the proposed cooperative control algorithm, a test environment was constructed for the anti-lock braking system (ABS) hydraulic module hardware, and the performance of the cooperative control algorithm was compared with that of the ABS by means of a HILS test.     

An investigation on wheel/rail impact dynamics with a three-dimensional flat model

Wheel flat is one kind of railway train wheelset defects. It has great influence on wheel/rail dynamics and damages. In most of the presented studies, wheel/rail impact velocity or rolling radius variation of the wheel because of flat spot was taken into account to study the wheel/rail impact dynamics. In this paper, a three-dimensional wheel flat model considering the length, width and depth of the flat spot is established. Including the wheel rotation and wheel/rail contact geometry, a high-speed vehicle–rail coupling system dynamics model is developed to investigate the effect of the wheel flat on the wheel/rail dynamics. With time integration method of the models, the impact dynamics of the wheel/rail system with three types of flat width and five kinds of flat length are obtained. The results show that the width, the length of the wheel flat and the width/length ratio have a great influence on the wheel/rail impact dynamics. The wheel/rail impact dynamics of the flat with large width is more severe than with small width as the flat length is fixed. When a flat spot occurs, the permissible length of the wheel defect, needless to action, is 25?mm in maximum. The speed safety domain with three kinds of flat width/length ratio of a vehicle is obtained according to the wheel/rail vertical force limitation.     

Near surface deformation of rails and wheels in a curve and during acceleration and braking

A hierarchical concept for describing the rolling/sliding contact of a wheel on a rail is proposed, which is developed to model the near surface deformation of the contacting partners depending on the vehicle system dynamics. In principal the vehicle dynamics simulation delivers the input for a static finite element model for the elastic-plastic rolling/sliding contact investigation. To include also more realistic rough surfaces in the calculations, which is absolutely necessary to predict the highly deformed surface layer as observed in wheels and rails, a further refinement of the mesh is necessary and performed. The output values of the static finite element model are now boundary conditions for the finite element micro-model. The results of this micro-model correspond well with the micro-structural investigations of wheel and rail surfaces.